Pressure speed-control train-stopping apparatus



VvMay e, 1924.

- J. F. WEBB, JR

PRESSURE SPEED CONTROL TRAIN STOPPING APPRATUS Original Filed Dec. 30A 1922 2 Sheets-Sheet l:

Jr m n@ my v m JM FIL ATTORNEY May 6 .J. F. WEBB, JR

PRESSURE 'S'P'EE NTROL TRAIN STOPPING APPARATUS v original, Filed Dec. so.

1922 2 sheets-sheet 2 lNvENToR Jean E bbf/:

` ATTORNEY Patented May 6, 1924.

uNi'r-Efo sr-Aires 1,492,615 'PATENT oFFic E.

JEAN FRANCIS wEBnJR., oi NEw"ItoRK v yAssIeNoRTo THE INTERNATIONAL vSIGNAL oo., A CORPORATION or ARIZONA.

PRESSURE 'srnED-coNTRoL `TRAINs`To1=rING APPARATUS.

Original application filed Deccinber `31),'11922,'2Ser`ial $0,809,864. .Divided and application ledApri1 26, 1923. Serial No. 634,776.

T0 all whom t 'may concern Jr., a citizen of the United States, residing lat New York, in the county of New York and State of New York, have invented certain new and useful Improvements in Pressure Speed-Control 'Train-Stopping Apparatus, of which the following is a specification.

My present invention relatesto the art of train stopping systems wherein provision is made to set the ai-rbrakes automatically in the event the 'engineer disregards a stop signal. It more particularly relates to train stopping systems of the mechanically operated, electrically controlled type illustrated, for example, in my Letters Patent No. 1,170,789,. issued February 8, v.1916, and 1,433,582, issued October 31, 1922.

. The present invention particularlyhas for its object to provide a pressurevspeed control mechanism whereby a brake application may be released bythe engineer under certain fixed conditions. i

Heretofore in train stopping systems means have been provided, governed by the speed of the train (usually through the medium `of centrifugal governor devices) for permitting the engineer to release the automatically set brakes after the speed of the train has been reduced toa predetermined numberrof miles per hour. i Such speed controls are not entirely satisfactory.

It is, therefore, an object of the present invention to provide a control governed, not directly by the speed of the vehicle, but by the reduction of the train line air pressure to a predetermined degree, ythus ensuring, always, a definite application of the brakes (with a consequent deinitefspeed reduction of the train) before the engineer is able to release the brakes. u A v The presentapplication, as to all matters in common therewith is adivision o f my application filed December 30, 1922,SerialfNo.

In the drawings: A

Figure 1 is a diagrammatic vi'ewo' a preferred embodiment of 7my. invention, showing the manner of connecting up the pressure speed. control valve with the air vbrake system and the automatictrain stoppinglapparatus, i

Figure 2 snag-ea aaien AFigure 1.

tudinal section of the preferred construction of the pressure speed control valve.

Figure 3 is a diagrammatic view similar to Figure 1 showing aV modification.

Figure 4 is a vertical longitudinal section of thepvalve shown in Figure 3.

. Figure 5 is a vertical longitudinal section .ofa modification of the form shown in Figure 13. y Figure G .is afvertical longitudinal section of a modification of the valve shown in In the drawings inwhich'like numerals of refierence in dicatelik'e partsin all the figures, l'represents the engineersvalve, 2 the train line Vcom iection from the engineers valve to the four-way cock 3. 4 is aduct Yfrom the cock Sto the lower entrance of the automatic train stop valve mechanism 88, and 5 is a duct( Vfrom the four-way `cock 8 to thevalve mechanism 88. 6 is the air escape duct from the valve mechanism 88 to the signal whistle 7. Y

. 8 is the connection between the double headed cock 9 and the four-way cock 3 while N1'() is the train line whichconnects with the cooperates with the valve portion 24 of the piston 25. Above the piston 25 the casing 14 has two ports, 17 and 18 which communicate ywith the chamber 15 above the piston. The port 17 communicates through a duct 1 2v with the connection 8 for train line pressure vata point remote from thevalve 88.

I The port 18communicates with the fourcock 20v which controls communication between the'port 18 and the escape port 19 to. atmosphere andr which also controls communication between theports 21 and 22, the lflatter communicating with the c liamberl below the piston 25 and the former comimiinicatinghvia Vaudiict 11, with the train Eline pipey`2 adjacent to the engineers valve.

Thecasing 14 .has "its port 28 in communi- 'catifonwith, the Vresetting cylinder 70 of the train stop apparatus (see my application aforesaid)- througha duct y13.

Instr@ tpratial enajenar iQf nia-pf@- f'iffred form of 'my invention, the pressure 23 located on the vertical central line of the cylinder and the diameter of this port is ranged to suit the speed reduction desired.

The piston 25 is limited in its reciprocating` movement upwardly by engagementbetween the upper end of the stem and the cover 16, and downwardly by the seating of the poppet valve 24, carriedon the lower end ot the piston stem, closing the centrally located port 23.

lThe diagram in Figure 1 shows the normal position otn the parts, during` which time it will be observed that the chamber contains air above the piston at train line pressurey thus holding poppet valve 24 normally closed.

As thefvalve closed port is connected with the atmosphere through the resettingV cylinder 70. the working area of the under side ot theI piston is decreased by the area. ot that port, when air pressureis introduced underneath the piston through the four-way cock 20. As there is no reduction ot the working?t area of the upper side ofthe piston, that entire area is subject to the air pressure introduced through thel port 17 that communicates with the duct 12 connecting the upper chamber with the train line.

O p eration.

The operation of the embodiment of the invention illustrated in Figures 1 and 2 is as follows:

`When a stop signal is being approached and the Contact shoe of the train stopapparatus (see application aforesaid and see aforesaid Letters Patent) the automatic stop air valve is opened between the train line and the atmosphere to eii'ectthe reduction of train line air pressure necessary to obtain the application of the brakes through the medium of thetriple valves and other brake mechanisms. At the time of the opening of the port ot' the valve mechanism 88 to atmosphere, the automatic stop air valve also closes its port separating the upper from the lower portion of the train line so that no further reservoir or train line air can flow from the engineers valve When the predetermined reduction of train line air pressure Y,has been obtained,

which is indicated bythe blackl hand or" the engineers gaugey 26. the engineman can move his own valve to the release position, which inserts main reservoir air pressure into Vthe'upper portion oit the train line, but which does not release the brakes because of the blanlring` ot the lower train line by the large poppet valve of the mechanism 88.

By opening' the small tour-way coclc20, the engineman ca then introduce this main reservoir pressure on the under side ot' the piston 25 of the pressure speed control valve. but by the same act he also opens the small port 19 to the atmosphere from the upper chamber ot the valve mechanism 14 which connects with the lower portion ot the train line via the duct 12.

Owingto the reduced working area ot the under surface ot the piston. even the main reservoir Lir pressiue so introduced is not sufficient to overcome the train line pressure on the greater area of the upper surface of the piston until air pressure of the train line beyond the automatic stop air valve (ot the valve mechanism has been reduced the predetermined amount.

Then the main reservoir air 'pressure on the under side of the piston overcomes the reduced pressure ot the train line the upper side ot the piston and raises the piston.y lifting' the puppet valve trom its seat and thus openingthe port to the resettinzgY cylinder. This :nitomatically lets main reservoir air pressure 'flow into the resettingA cylinder 70. whose piston is then projected. restoring' the automatic train stop air valve to the normal position. rllhis closes the port to the atmosphere through the audible signal whistle 7. and re-establislies the normal train line for control tln-ongh the engineefs valve, allowing' main reservoir air pressure to tion' into the entire train line for releasing` the brakes.

:ls soon the audible signal stoi'iped, indieatiinll that the automatic stop air valve (mechanism 8S) has beenrestored to the normal position. the engineman restores the cock 2() to its nornial'positior and stops any further ventingr oit the train line air pressure to the atmosphere.

A complete stop theretore is avoided. but the desired reduction ot speed has beenobtained through the operation oit the pressure speed control valve, This operation is olr tainable only by the combination oft an automaticreduction of train line air pressi and the manipulation ot the engineers valve 1 and ot the tour-way cock 2O by an alive and alert engineman.

rl-he reduction or" speed secured 1s proportional to the amount ot train 'line pressure red-.notionV (as predetermined by the size of the centrally located lower port and the momentum ot the respective train at the time of the application of the brakes.

The reduction of speed cannot be forestalled, and any attempt at forestalling or to beat the game will only result in a more rapid reduction of train line air pressure, and the consequent harsher application of the brakes, owing to the opening of the small port 19 to the atmosphere from the upper chamber 15 of the valve casing 14.

It will be noted that the use of the fourway cock 20 with its controlled port 19 to atmosphere prevents any automatic release of the brakes when the pressure has been reduced to a predetermined point, so action by the engineer is absolutely necessary to prevent a complete stopping of the train, and the open port to the atmosphere will penalize him for any misuse or wrong use of the four-way cock.

It will also be noted that my vinvention provides a speed control, governed by the amount of pressure that is exhausted from the brake pipe, which necessarily produces a definite application of the brakes but the reduction of speed resulting therefrom is not definite because of the roadside conditions (either up or down grade, curved or straight track, etc.) and the momentum of the train at the time the brake application is made. While this reduction in speed, however, s not definite in any particular application and will vary on the same train at different times, it is nevertheless definitely a reduction of the speed of the train at the time that the application is made; this reduction of speed is sufficient to comply with the requirements of the Interstate Commerce Commission, and at the same time delay, but not eliminate, the release of the brakes by the engineer. This delay in time is suiiicient to prevent any Vsub-conscious or near-automatic or habitual action on the part of the engineer, which of itself insures that the engineer must not only be alive but actually alert.

In the embodiment illustrated in Figures 3 and 1 the engineers controlling cock of the pressure speed control valve is separate from the valve and in this form of the invention is numbered 27. 28 is the pressure speed control valve which, in this embodiment of the invention, cooperates with the cylindrical casing 28 having a port to which the duct 11X from the valve 27 connects. It also has ports 29 which connect with the duct 13 and a port 8O which connects with the duct 12X. llVithin the cylinder 28 is a double piston 31H32 that is held to close the ports 29 normally by the balanced air pressure at the ends of the piston and by the overbalancing spring 33. The position of the piston, due to the spring action, is limited by the stop 34 and the distance of movement against the spring tension is such that the piston 31 Will pass 29 to allow air to escape from pipe 1lX to pipe 13X when the pressure in the train line connection 12 falls below a predetermined degree, i. e., falls an amount greater than the tension of the spring 33. l

In the embodiment of the invention shown in Figure 5 the principle of the differential pistons is employed and this form operates on a principle similar to that shown in Figures 1 and 2. In this form of the invention the areas of the pistons 31 and 32 are such as to make the use of a spring, such as the spring 33, unnecessary.

From the foregoing it is thought that the operation of the embodiment of the invention shown in Figures 3 to 5 inclusive will be clearly understood and a further and detailed description thereof is believed to be unnecessary.

The modification shown in Figure 6 illustrates a design of parts convenient to manufacture and in this form a renewable valve seat bushing 35 is held in place by the lower cap 36', the bushing having the port 23 communicating with the chamber kof the cap, with which cap chamber the duct 13 communicates. The operation of this form is essentially the same as Figure 2. Y

From the foregoing description, taken in connection with the accompanying drawings, it is thought the complete construction, operation and advantages of the invention will be clear to those skilled in the art.

What I claim is:

1. In train stopping apparatus wherein is provided an air valve controlling the train line and means for opening said valve to apply the brakes; a resetting mechanism therefor including an air operated device and a control valve for lsaid device whereby the engineer may operate the same, andan air governor valve, said air governor valve including means governed by the air pressure in the train line for delaying the operation of said resetting mechanism.

2. In train stopping apparatus wherein is provided an air valve controlling the train line, an automatic means for operating said air valve to set the brakes, of an air operated resetting mechanism including a means operable by the engineer for effecting the resetting action, and an air pressure governed means for delaying the resetting action until a predetermined time.

3. In train stopping apparatus wherein is provided an air valve controlling the train line, an automatic means for operating said air valve to set the brakes, of an air operated resettingmechanism including a means operable by the engineer for eecting the resetting action` and an air pressure governed means for delaying the resetting action until a predetermined reduction of train line air pressure has been made.

4. In train stopping apparatus wherein is provided an air valve controlling the train line, an automatic means tor operating said air valve to set the brakes, ot an air operated resetting mechanism inclndinga means operable by the engineer' for effecting the resetting action, and an air pressure governed means for delaying the resetting action until a predetermined reduction ot train line air pressure has been made. said last named means comprising a cylinderv` a piston in said cylinder, means for eli'ecting communication'between one end of said cylinder and the train line adjacent the engineers valve, means for eltecting communication between the other end of said cylinder 'and the train li to the triple valves, said cylinder having piston controlled outlet ports to the reset-ting device.

5. ln train stopping apparatus, the combination with the mechanism for setting the brakes, of a resetting device and means governed by the reduction in air pressure in the train line for permitting the operation of said resetting device at a predetermined time.

6. In train stopping apparatus wherein is provided an air valve controlling the train line, means tor operating said air valve to set the brakes and including a resetting mechanism, of a pressure speed control valve for effecting the 4operation of said resetting mechanism.

7. In train stopping apparatus wherein is provided an air valve controlling the train line, means for operating said air valve to set the brakes and including a resetting mechanism, of a pressure speed cont-rol valve for effecting the operation oi said resetting mechanism, said pressure speed control valve comprising a casing having a chamber, a piston operating in said chamber and having a valve, a port from said casing normally closed by said valve and connected with the resetting mechanism, means for normally maintaining train line pressure against one side of said piston to hold the valve seated, and means under control of the engineer for admitting train line pressure to the other side ot said piston.

8. In train stopping apparatus wherein is provided an air valve controlling the train line, means tor operating said air valve to set the brel-res and including a resetting mechanism. ot a pressure speed contrel valve iter eliecti .g the eperatcn ot said resetting mechanism, said pressure speed control valve comprising a piston operating in said chamber and having a valve, a port from said easing normalliv closed by said valve and connected with the resetting mechanism, means for normally maintaining grain line pressure against one side of said piston to hold the valve seated. and means under control of the engineer tor admitting tra-in line pressure to the other side of said piston, said last'named means comprising a Jfour-way cock controlling ports entering the piston valve at each side of the piston.

9. A pressnre speed control valve unit, comprising a casing having a piston chamber with two upper and two lower ports, a piston operating in said chamber between the Lupper and lower sets of ports, said piston having a valve portion controlling two of the lower ports, a manually operated cock controlling one of the upper ports and one of the lower ports, and two additional ports which do not enter the piston chamber.

10. ln train stopping apparatus, wherein is provided automatic means independent of the engineer for setting the brakes, means governed by the reduction in air pressure in the train line for permitting the engineer to restore said automatic means to its normal position.

l1. ln train stopping apparatus, wherein is provided an air valve controlling the train line and an a utomaticmeans for opening said air valve to setl the brakes, a pressure speed control valve connected with the train line, and means governed by said valve 'for restoring the automatic means to the normal position under predetermined conditions.

JEAN FRANCIS WEBB, JR.

casing having a chamber, a 

